Electric railway signaling system.



PATENTED MAY 26, 1908 APPLICATION FILED AUG. 22,1907.

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E. B. HOWELL. ELEOTRIG RAILWAY SIGNALING SYSTEM.

APPLICATION FILED AUG. 22, 1907.

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PATENTED} MAY 26, 1908.

E. B. HOWELL. ELECTRIC RAILWAY SIGNALING SYSTEM.

APPLICATION I'ILEI) AUG. 22,1907.

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' PATENTBD MAY 26, 1908.

E. B. HOWELL.

ELECTRIC RAILWAY SIGNALING SYSTEM.

APPLICATION FILED AUG.22,1907.

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EDWARD B. HOWELL, OF BUTTE, MONTANA.

ELECTRIC RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Patented May 26, 1908.

Application filed August 22, 1907. Serial No. 389,709.

To all whom it may concern:

Be it known that I, EDWARD B. HOWELL, a citizen of the United States, residing at Butte,

- in the county of Silverbow and State of Montana, have invented new and useful Improvements in Electric Railway Signaling Systems, of which the following is a specification.

This invention relates to systems of electric communication and is especially adapted for use in connection with railway trains where it is desired to place the engineer of each train in a position to be able to transmit and receive signals to and from other trains or a station.

It has been heretofore the locomotives or other with electric signaling a paratus, and connect such apparatus witi a stationary conductor at the side of the track by means of a traveling contact device running along said conductor. Each vehicle is equipped with a proposed to equip traveling vehicles battery or other source of electric current, so

that a circuit can be made through the conduotor and the rails or through another conductor parallel with the first, and thus enable signals to be sent from one vehicle to another, or from a vehicle to a station. By a proper arrangement of sectional conductors, signals can be given automatically when two vehicles approach within apredetermined distance of each other, thus enabling collisions to be avoided.

The present invention has to do with details of such a system, and concerns the traveling contact, the arrangement of the stationary conductors, the switches and the crossings: all as hereinafter set forth and particularly pointed out in the claims.

In the accompanying drawings, Figure 1 is an elevation of a pole and the stationary conductors, showing the traveling contact thereon Fig. 2 is a side elevation of a portion of a locomotive cab and the adjacent conductors; Fig. 8 shows the reel for keeping a tension on the flexible cable which connectsthe locomotive with the traveling contact Fig. 4 is a side elevation of the traveling contact, with one of the bars removed; Fig. 5 is an end elevation of the same Fig. 6 is a plan view of the same, Fig. 7 is an end elevation of a modification thereof; Fig." 8 is a perspective view of another modification thereof; Fig. 9 is a plan view of a further modification thereof; Fig. 10 is a perspective View of a crossing for transferring the traveling contact from one side of the track to the other; Fig. 11 is a plan view of a portion of a railway track equipped with my improved signaling system, Fig. 12 is a side elevation of a portion of the same and Fig. 13 is a perspective View of the switch used at the junction of the main line and a branch track.

The apparatus which is carried on the moving vehicles, such as the locomotives 1, is not herein shown or described, as it forms no part of this present invention. I have disclosed an improved apparatus of this kind in a prior application. In that case, the traveling contact ran on track wires, while the signaling conductors were arranged in overlapping sections parallel with the track wires and adapted to be engaged by brushes or the like on the traveling contact device. In the present case, the conductor 2 by which the traveling contact device is supported forms a conductor in the electric circuit. It is supported on brackets 3 attached to poles 4'erected at one side of the railway track. The wire 2 is supported on top of the bracket, so that its upper surface forms a smooth and uninterrupted track for the traveling con tact to run on. Above this wire 2 is an arched hanger 5 preferably integral with said bracket, projecting from the pole 4 and curving downward to a point below the wire 2. On this hanger are mounted insulators 6 upon which are secured the sectional conductors 7, which are arranged below the wire 2, though not in the same vertical plane therewith, nor preferably with each other.

The traveling contact device consists essentially of a body 8 from the upper edge of which extend lateral arms 8 one near each end of said body. The outer ends of the arms are preferably connected, either by an integral longitudinal portion 8 as shown in Fig. 8, or by bars 9 parallel with the body and resembling Outriggers, as shown in Figs. 5, 6, 7 and 9. The body and bars are preferably made with parallel sides and sharpened ends, and are considerably deeper than they are thick. A keel depends below the body, be-

ing preferably composed of a loop of wire 10 with a sheet of metal 1 1 fastened to it in such a way as to leave the lower portion of the loop exposed. As this portion is straight and parallel with the body, it forms, with the lower edge of the metal piece 11 a longitudi nal slot in which is received the transverse pivot 12 of a clevis 13, which is thus enabled to slide freely from one end of the keel to the other. The sides of the clevis extend up on each side of the metal piece 11 to prevent it from twisting.

A cable 14 runs from the vehicle to this clevis, so that the traveling contact device will be towed after said vehicle, the traveler being supported on the wire 2 by means of the arms 8 on one side of said body, to wit: the side farthest from the vehicle. The cable contains two conductors, insulated from each other. One of them, 15, is connected with the clevis by an insulating joint 16. The insulation is removed from the upper portion of this conductor so that it can rub against the'sectional conductors 7, as shown in Fig. 1. The other conductor 17 is connected with the arms 8 preferably by being attached to the metal piece 11, with which said arms may be connected by prolongations passing down through the body 8.

An extra length of cable is provided, the surplus being wound on a reel 18 mounted on top of the vehicle, and provided with a coiled spring 19 by which the cable will be kept taut and all slack taken up. Other means for taking up slack may be used, if preferred. The two conductors in the cable are connected respectively with the terminals of the signaling apparatus on the vehicle.

It will be seen that as the traveler is drawn, along the wire 2, in the rear of the vehicle, the strain on the cable will keep the bared portion of the conductor 15 in contact with the conductors 7. Owing to the position of the several conductors, this strain also serves to keep the traveler in an upright position, as shown in Fig. 1, so that the keel and the c-levis will clear the brackets 3. In order to prevent the traveler from jumping off the wire 2, retaining devices are provided which lie under said wire. The retaining device must be so constructed as to permit it to yield longitudinally when the traveler passes a bracket. In Figs. 1, 4, 5 and 6 it consists of a plurality of stiff wires 20 projecting from the body and the bars of the traveler, with their ends interlocking, preferably at an angle, as shown. downward strain such as would result from an upward movement of the traveler, and will efiectually resist any tendency of the traveler to jump off the conductor. WVhen' a bracket is reached, the wires yield longitudinally of the traveler and permit the bracket to pass between their ends.

Other forms of retainers will suggest themselves, such, for example, as the oblique spring strips 21 shown in Figs. 7 and 9: or the wavy strips 22 shown in Fig. 9.

The arms are preferably arched, as shown in Fig. 5, but in Fig. 7 are shown two other 7 forms of arms: one of which is angular, as

at 23, and the other flat and provided with a friction roller 24.

These wires will rigidly resist any I Fig. 10 illustrates a crossing, for use when the track wire 2 has to be shifted from one side of the railway track to the other. This necessitates some means for causing the traveler to become supported upon the op posite set of arms: since the supporting arms must always be on the side away from the vehicle. In Fig. 10 the track wire 2 is shown as provided with two parts 25, which overlap at the crossing: forming at that point a.

double track on which both sets of arms can ride as the traveler shifts from one side of the road to the other: as indicated in dotted lines. In whichever direction the traveler departs from this crossing, it will be seen that the supporting arms will be on the outside, that is, away from the roadbed.

In Figs. 11 and 12 is illustrated the construction at the point where a branch track 26 makes junction with the main line 27. In the angle between the two lines of track is placed the switch for the traveler, consisting of an upper plate 28 from which depend posts 29 supporting two side plates 30 and an intermediate pointed tongue 31. These parts are all rigidly secured together in the position shown, leaving a Y-shaped slot bet-ween the plates 30 and 31. The track wire 2 coming along the main line is attached to and terminates at one end of the outer side plate 30. It is continued from the opposite end of the tongue 31. From this end of the tongue also extends the track wire 2 for the branch road. If the vehicle, such as a locomotive 1, proceeds along the main line, the traveler passes through the straight portion 32 of the slot. The plates 30 31 are located sufficiently below the track wire to permit the bars 9 to ride over them when the arms 8 leave the end of the track wire: said end being supported on an upright 33 secured on the plate 30. If, however, the vehicle takes the branch road, this causes the cable to drop away from the sectional conductors for the main line, and in order to keep the keel upright and guide it into the slot in the switch, I provide a guide wire 34 attached at one end to the nearest pole, and at the other end to the outside plate 30 just below the track wire 2. This guide wire extends across the branch railway track, so that as the vehicle proceeds along said track the cable strikes said guide wire and the drag thereon keeps the keel of the traveler upright and causes it to surely enter the slot. Inasmuch as Fig. 1-1 is a top plan view, the guide wire 34 is shown located at one side of the track wire 2 in order to avoid obscurity. In practice the wire 34 is arranged underneath the wire 2, so that the traveler will be maintained in a substantially upright position. To prevent the cable from accidentally entering the wrong arm of the Y-shaped slot, there is a guard wire 35 attached to the point of the tongue 31 and extending down in an inclined direction to a post 36 planted near the track. On Whichever side of this guard wire the vehicle passes, the cable swinging against it will be safely directed into the proper arm of the slot. It will also be noticed from Fig. 11 that the traveler in passing through the switch automatically shifts the support of the track wire 2 from one set of arms to the.

other, so as to keep the support on the side away from the roadbed. In these figures of the drawing the sectional conductors are not shown, in order to avoid will be understood that they are arranged lBgelow the track wires 2 2, just as shown in With the construction shown and above described, a vehicle can be run at high speed without danger of the traveler leaving the track wire, and with perfect assurance of its passing safely through the switches: main taining at all times a good electrical contact with the track wires and the sectional conductors, so that a signal can be readily transmitted from one vehicle to another or to a station at will: as set forth in my prior application.

Having thus described my invention, what I claim is 2- 1. In an electrical railway signaling sys tem, the combination with a track wire 'supported on the upper ends of brackets, of a traveler comprising a body, arms extending therefrom and adapted to rest on said wire, and means for maintaining said traveler in an upright position at one side of said wire.

2. In an electrical railway signaling system, the combination with a track wire supported on the upper ends of brackets, of sectional conductors arranged below and at one side of said track wire, a traveler adapted to run on said wire, and a conducting cable attached to said traveler and adapted to be kept in contact with said sectional conductors and-thereby maintain the traveler in an upright position at one side of said track wire.

3. In an electrical railway signaling system, the combination with a track wire, of a traveler comprising a body, and lateral arms projecting from both sides thereof, whereby said traveler can be supported at one side of said wire by the arms on one side thereof.

4. In an electrical railway signaling system, the combination with a pole, of an upwardly extending bracket, a track wire supported on the upper end thereof, a hanger projecting from said pole above said bracket, and insulated sectional conductors supported on said hanger at points below and at one side of said track Wire.

5. In an electrical railway signaling system, the combination with a track wire supported on the upper end of a bracket, of a traveler comprising a body, laterally extending arms adapted to run on said wire, and

confusion; but it retaining devices adapted to yield when passing a bracket.

6. In an electrical railway signaling system, the combination with a track wire supported on the upper end of a bracket, of a traveler having laterally extending arms adapted to run on said wire, and devices for preventing'said traveler from jumping off the wire, comprising members which are rigid vertically but are yielding lengthwise to permit them to pass said bracket.

7. In an electrical railway signaling system, a traveling contact device comprising a body, upwardly curved arms near each end thereof and on each side, bars connecting the ends of the arms on each side, and laterally yielding retaining devices secured to said body and bars.

8. In an electrical railway signaling system, a traveling contact device comprising a body, upwardly extending arms near each arms on each side, and laterally yielding springs attached to the body and the bars and meeting between them.

9. In an electrical railway signaling system, a traveling contact device com rising a body, curved arms extending lateral y therefrom, a keel depending below said body and containing a longitudinal slot, a clevis sliding in said slot, a flexible conductor connected to but insulated from said clevis, and a second flexible conductor electrically connected with said arms.

10. In an electrical railway signaling system, the combination with a traveling contact device comprising a body having laterally extending arms on bothsides, of a track wire on which one .set or the other of said arms can run, and means for shifting the support from one set of arms to the other.

11. In an electrical railway signaling system, the combination with a traveling contact device comprising a body having laterally extending arms on both sides, of a track wire on which one set of arms can run, and a second track wire parallel to the other for a portion of its length, to permit both sets of arms to rest thereon during the time that said device is passing from one wire to the other.

12. In an electrical railway signaling system, the combination with a main line and a branch, of a track wire at one side of the main line, a second track wire at one side of the branch, a switch located in the angle between the tracks, a traveling contact device adapted to pass through said switch and shift from one wire to the other in so doing, and laterally extending arms on saiddevice running on said wires.

13. In an electrical railway signaling system, the combination with a main line and a branch, of a track wire at one side of the main line, a track wire at the opposite side of the branch, a switch located in the angle between the tracks, a traveling contact device having a body with arms extending from both sides thereof, one set of said arms being adapted to run on a track wire at a time, and a guide wire to direct said traveling contact device into said switch.

14. In an electrical railway signaling system, the combination with a main line and a branch, of a track wire at one side of the main line, a switch composed of side plates and a stationary pointed tongue between them, said track wire being attached to one of said side plates, a continuation of said track wire attached to said tongue, a track wire for the branch line attached to said tongue, a traveling contact device running on said wires, a moving vehicle, a flexible cable connecting said vehicle with said traveling device, and a guard wire running downwardly from the tip of said tongue to engage with said cable.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

EDWARD B. HOWELL.

Witnesses:

WILLIAM F. DAVIS, L. V. DAVIS. 

